Electric train-control system.



E. WOLTMANN.

ELECTRIC TRAIN CONTROL SYSTEM.

1,154,956 APPLICATION FILED FEB. 19.1909. 28,

xwimkx xx COLUMBIA PLA'NDURAPH 50.,wA5HlNd1'ON. n. C.

STATES" PAN ERNST WOLTMANN, OF NEW YORK,.N. Y., ASSIG-NOR TO AUTOMATIC TRAIN STOP GOMP'ANY, A, C ORPORATION 0F MAINE.

nnnc'rnrc Thain-columnar. SYSTEM.

Patented Sept. 28, 1915.

Application filed February 19, 1909. Serial N 0. 478,869.

To all whom it may concern: 1 f l I I Be it known that'I, ERNs'r 'WOLTMANN, a citizen of the United States, residing at the city of NewYork, in theborough of Manhattan and, State of New York,-have invented certain newand useful Improvements in Electric Train-Control Systems, of which the following is a full, clear, and exact description. x 1 i This invention relates to train control systems, being a system or installation by which signals or other prescribed trafiic con ditions are automatically enforced.

In my pending application No. &66,253, filed December 7,1908, and in my Patent No. 875,028, granted December31, 1907, I have set forth an installation having certain broad features or principles by which the sectional third-rail or trolley ofan electric railroad ismade use of as a line conductor for the power current transmission. All the installations proposed by me and above referred to having. certain dominant characteristics which have been set 'forth with particularity in the patent andin the pending application, to which referencemav be made for a more extended consideration of these general principles.

The invention of the present application relates primarily to securing the principal functions of the foregoing cases andsome additional broad or genericfunctions, par-' ticularly the provision-of normally closed operating circuits throughout (whereby 1 all parts come to train stopping conditions in caseof breakage of any circuit or conductor, or short circuiting, or failure of current in any source.

The drawing in the present case. shows the invention designed to operate with and check the operation of what is known: as a normal danger signal system, namely, in which the normal position of the signals is at danger when no trains are anywhere present in the vicinity, the signals beingtemporarily dropped to safety in advance ofua train proceeding along the trackway in case conditions are "actually safe. This latter characteristic is a commonpractice in sig-x nal systems. The present invention is ap plicable thereto or to any OiJllGPOIdlIlELIY system. I

Briefly stated,the objects of the present invention are, first, to secure train stop or signal enforcing means by cutting out sections of the third rail or trolley, which normally serves as a line conductor for the power current transmission, the actuation being made so as to properly stop. the trains under any and all conceivable circumstances which might arise, where it is proper that the trains should be automatically stopped, supposing the apparatus to be without fault, or defect oribreakage. Second, to cause a train stop actuation in case of any fault,

defect or breakage in the apparatus, of such.

a. nature as to interfere withits proper working as first mentioned. If these two requirements are satisfied, it is evident that a practically perfect system is attained. The'present application. is generic, and is I intended to include .within the broader, aspects of its scope, the modified structure set forth in application No. 431,388, filed Mar. 5, 1909, by H. N. Latey.

Figure 1 of the drawing shows, somewhat diagrammatically, .a practical installation embodying the principles of my invention.

Fig. 2illustrates a detail of thesignaling apparatus. Fig. 3 is an enlarged detail oi? one form of magnet-controlled switch.

Referring to the drawing in which like parts are indicated by the same reference sign,1 1 designates a trackway, it being evident that asmany trackways as are available willbe joined in the system. Almost all electric roads have at least two trackways and commonly a much greater number. Each trackway has a usual third-rail or trolley 2. Third or power rails ordinarily employed are heavily made of iron to stand thorough usage to which thev are exposed in the engagement of the contact shoes of trains and in other ways, so that they neces-:

sarily have a large current carrying capacity; that is tosay,-each power rail, if con tinuous throughout its length, is adapted to serve admirably as a line conductor for the power transmitting svstem. This also obviouslyxapplies to overhead trolleys. It is practically very important, however, to

have the third-rail or trolleys made in sections which can be cut out when desirednormally oined together to constitute a line i conductor for the power current transmis sion. In conjunction with this sectional third-rail, there is provided the various .ap-

paratus for carrying out the train stop functions already alluded to. V

In the particular illustration of the present case, the trackway is divided into blocks denominated A, B, C, etc., for which purpose one of the track rails 1 has insulated joints (or their electrical equivalents) 1 therein at the divisions between the separate blocks. The other track rail 1 may be .per-

manently continuous to constitute a ground return conductor for the power conductor lapped back somewhat from the block entrances. The connection between the adj a cent rail sections 1a of the same trackway, is

' established-by branch wires 3 andswitches 4.

The various switches F1. are capable of being opened so as to cutout any third rail section. The means which I have adopted for operating the switches 4c serves to .compel the observance of the signals and is furthermore designed'to operate with normally closed circuits'throughout so as to produce a train stop actuation in case of any defect. 10 denotes latches which restrain I the switches 4: in their circuit closing relations against the tension of springs or equivalent means 8, which :are adapted to open the switches 4 when the latter are released vby thelatches. The latches 10 are displaced to release the switches by deenergizingmagnets whichmay be arranged in .a normally closed circuitin any desired way. I have illustrated each switch actuated by a normally energized magnet 11 in the present case, which derives its current through a circuit of such a character as to cause the magnet to be deenergized in case of train stop conditions, orin case of a defect in the circuits. Each magnet 11 is shown in a circuit.

.11 which derives its current from a wire'16,

which may be a circuit wire from the traindespatchers (office. These circuits of the magnets 11 are completed to ground on a return wire 16. These circuits Z while normally closed, are provided with means by which they are interrupted in groups of two or'thre e or other number, to cause an actuation of the train stop switches 4 in corresponding groups.

and simultaneously shunted thereat to enforce the observance of the signals, normal action, and effect a train stop in abnor- Each of the circuits Z is also adapted .to beinterrupted at one point derives itSCllPlQIltgflOIIL a circuit m which is continued to the block section in advance at m where it includes the other magnet, 23v at that advance station or section. The circuit m is also continued :backward to the station behindat m where it derives its current at m3, but not until it has traversed a plurality of circuit closers 25, 26 and 28. These various circuit closers can have no other effect than vto either open or close the circuit m, whatever their various positions may be. Their operation :-will-.be later taken up in detail, but for the present their combined function of opening orclosingtheirsingle corresponding circuit m is all that need be considered. The foregoing apparatus .is repeated throughout the system accordingly the connections-ofany magnet, for instance, the magnet'23 at .the entrance to block C, or the magnet '21 .at the entrance to "block D, will be. understood without further description. V

The circuits m .are normally closed so that all the magnets 21 and 23 throughout the system .are energized and .theirarmatures l9 and 22 .zbrought. against the front stopsto close the .variouscircuits Z and :keep the switches closed. The opening of any circuit m, :for instance that of magnet 21 at the entrance of block C effectsthe 'deenergizati'on of said magnet 21 and the magnet 23 at the entrance of block D. Their corresponding .armatures 1'9 and 22 are therefore released, interruptingcircuits Z at the entrances .to :block 0 and block D. The result is to open the corresponding switches a cutting out the third rail section 14? of block C. The foregoing occurs in case of accidental breakage of any circuit m. In the normal working of the train stop apparatus under the action of the circuit controllers 25, 261 and 28, it. will be found that the switch 4 at the entrance to block B has been additionally opened, so that the third rail section of block 13 as well as block C, is cut out. I will now consider this part of the action more in detail. At the en trance to each block, one of the track rails has a local insulated rail sub-division 20, which is normally electrified by any suitable current source 30. From this insulated block entrance rail sub-division, a circuit n extends through a magnet 31, being completed to the ground rail 32' by a wire" a. *By this means the magnet 31 is normally energized and maintains its armature 32against its front stop 33. This armature and front stop lies in a branch'F ofthe: corresponding circuit Z, already described, which branch is completed to the ground conductor 16""at 34, there being an additional contact 35 in this same branch-of the circuit Z. The circuit Z'may, however, be completed independently of this branch Z by a branchZ and a contact 36, tojground Each magnet 31 111v fiddl tion to holdingits armature 32 agalnstthe at 3%, as before.

closure of a contact 26 in-a branch mF-of the circuit m.j A

The various contacts 25,26, and '35 and 36, are operated by the adjacent semaphore apparatus. In order toshow diagrammatically the manner of their operationpl have illustrated in Fi g. 2 a semaphore Swith a depending link 40 attached to a block 41 engaging various spring blades 46, a7, 48-" and 49 to cause a displacement ofthe latter with reference to stationary spring blades 4:2, 43, 4A and 45, when the semaphore comes to dangen 42 and 44 respectively break contact with 46 and 47 under these circumstances. 48 and 4:9] respectively make contact with43 and under these circumstances. The pair 42, 46 may be said to constitute contact 26; the pair 44, {i7

may be said to constitute contact 36 the pair 43, i8 may be said to constitute contact25, and

the pair 4:5, 49 may be said to constitute con-' tact 35. are closed slightly; before 26 and 36 open.

The foregoing apparatus, duplicated or repeated of coursethroughout the system, is all that I need provide for carrying out the functions describedin the preliminary part of the specification;

'1 will now consider a number ofconditions which may arise in practice and show that this apparatus effects a proper working under all conditions. C

It may first be assumed that no trains are present, anywhere in the vicinity. In this case all the semaphoresB, C, D, will be at danger, because it has been assumed that anormal danger system 1s employed. Under these circumstances the position of all the contacts 25, 26, 35 and 36, Wlll be as is illustrated at block entrances Cpand -D.' The magnets 31 will be energized by theirconnection with the. insulated block entrance rail sub-divisions 20, so that each circuit Z,

is completed through its contacts 33 and 35. through its contacts'28 vand .25, 28.:being closed by the energization of the magnet 31.

As shown the contacts 25 and 35' Each circuit at is also completed Current flowing in the circuits at maintains the armatures l9 and 22 attracted through out the system, 'sothat the circuits Z are not interrupted at these points. All the switches 4: therefore remain closed, as is desired.

Assume now that a train T has proceeded throughthe blocks A and B and had entered the main p rtion27 of block C. As a'result, the signalsbehindthe train T are set at danger, in which condition' they continue or remain until'the following train arrives todrop them to safety, assuming that safety conditions are established by that time; Suppose T isa followingtrain in block A. i

In' accordance with the usual signal practice the result of this train in block A would be V to drop the semaphore B to safety; closing contacts 26 and 36, and opening contacts 25 and35. Asthe train T passes onto the insulated block entrance rail sub-division 20,

the magnet 31 is deenergized, but this fact does not break the corresponding circuit Z because a path for the current flow in this circuit has just been established through the contact 36', as just described. The deenergization ofthe magnet 31 also breaks'contac't at 28, but this fact does not interrupt the current flow in the corresponding circuit m, b'ecau'se'a path 'has just been established through the contact 26, closed by the semaphore B as just described. The various switches ,4; controlled by the circuits Z andm therefore remain closed as is proper when the semaphore B has fallen to safety. But now it maybe assumed that the train T 0 attempts to enter block 0, occupied by the trainT. The semaphore C being at 'dan-y ger, leaves the contacts 26 and 36 opened, so i that the denergization of the magnet 31 at the entrance to block C, breaks both of the corresponding circuits Z and m. The result is to deenergize magnet 11 at the entranceto block C and open'the' switchi thereat. At the same time the magnet 21 at the entrance to blockl) and the magnet '23 at the ena trance to block E (notshown) are deenen' gized by the opening of their oommonfcircuit m, breaking the respective circuits Zat" these blockentrances, so that the switchese'f areopened thereat in the same manner as theswitch 4 at the entrance to block C, just I described; The result is to cut out the power rail sections 14 and 14- of blocks C i and D. .Blocks E, F, etc, will however still of said blocks have been unaffected, current be supplied with current as theswitches i being supplied to such sections from some distant point in. the line, in the usual manner.

cutting out the power rail sections of blocks C and D, the train T is deprived of current as soonas it enters the block C. It

is therefore automatically stoppedbefore a collision'can take-place with train which is located in block C.

I will now consider various positions of train T in block C in order'to show that a collision cannot take place under any circumstances. V

First train T might be considered-to be in a position where the collector shoes-,7 of

difierent motor cars lappedover onto two) rail sections 1& and 14: corresponding to blocks C and D. I This Wouldsupply current V to the power rail 14 of block C were it not 7 for the fact thatthe power rail 14L of block, i D has already been cutout in the train stop;v

actuations above described. This contingency, is therefore provided for. o p

A second possibility isthat train 7T might have motor cars spaced back far enough from its front end to lap ontothe power rail v 14;? of block B This isprovided for (by the fact that the-insulated joints 15 between the power rail sections li are spacedIback from the block entrances asuliicient distance to prevent a train deriving current in, this manner. V 1- A third possibility is that train Tf might be located so near the insulated block entrance rail sub-divisions 20, that theimomentum of the following train would carry it into a'collision in spite of'the cutting out of its power rail This contingencyisprodistance of a train. 35

- T has got beyond the point P, the signal at vided forby haying the track rai-ljoint'sql which define the block entrances proper,

spaced along from the block; entrances for a distance equal to the maximum braking that unless the rear of the advancing train the entrance to block B would not have been,

cleared, vand the following train would have i been held at block B instead of block Cu In other words, unless the advance train T is beyond the point 1 the following train would. have been stopped ablock further back on the trackway. If on the other hand, theadvance train T has proceeded beyondv the point P the following train is deprived of current the instant that its front end passes onto the insulated bloclrrent'rance rail sub-division 20 of block C, and the momentum of the train willneverbe suflicient to'carry its front end beyond the point 1*.

Reference may be made to my application 466,253 in whichthe brakes are automatie callyapplied upon failure of the power cur:

rent,'so as tomake the stoppage withinthe required distancecertain and positivew The foregoing, it is believed, are allthe conditions which might arise in practice,

and it will be seen that they are all'pro vided for.

While I have referred, in the foregoing description and in the claims 'to power rail or trolley sections normally oined together, ,lIl an unbrokenseries, t is of course to be understood that in a complete railway system of the ordinary characterwith various The result ofthis is) massacr power stations and power distribution points, occasional interruptions: are necessary, but the words of the claims apply of course to any one of the division or units in thiscase, which are each virtually a com. plete railway injall practical purposes. that I claim, is:

1. An electric railway system comprising,

a sectional power conductor, switches normally joining the ends of the sections of said conductor in an unbrokenseries, switch operating devices'and electric circuits for controlling said devices, said circuits including circuit opening parts, auxiliary.

electric circuits including electro-magnetic appliances for controlling said circuit opening parts, said auxiliary circuits 'each including.- two branches, means for altering the circuit conditions branches when a train passes a determined point and means for altering the circuit conditions in the otherof said branches when a second train approaches to within less than adeter'mined distance from the point first I mentioned. i

2. An electric railway system comprising a sect1onal power conductor, switches norin one of said mally joining the ends ofthe sections of said v conductor in an unbroken series, switch operating devices and electric circuits'havmg current normally flowing therethrough for controlling said devices, said circuits ineluding circuit opening parts, auxiliary electric circuits including electro-magnetic I appliances for controlling said circuit openingparts, i said auxiliary circuits: each 1ncluding two branches, means for altering the conductor in an unbroken series, switch operating devices and electric circuits for controlling said devices, said circuits in cluding circuit opening parts, auxiliary elec tric circuits, through which current normally flows, including electro-magnetic appliances for controlling said circuit opening parts, said auxiliary circuits each including two branches, means for altering the circuit conditions in one of said brancheswhen a train passes a determined point and means for altering the circuit conditions in the other of said branches when second train approaches to within less than a predetermined distance from the tioned;

et; An electric railway system comprising a sectional power conductor, switches norpoint first menmally joining the ends of the sections of said conductor in an unbroken series, switch operating devices and electric circuits for controlling t said devices, said circuits each having two branches and each branch having a set of contact making elementsrtherein, a set of elements in one branch and a set of elements in the other branch being operable substantially in unison, one set of elements i closing the circuit through one branch while 1 ing a bias to open position, electrically operated devices for holding said switches normally closed, the ends of the respective sections 01": said conductor being normally electrically joined togethcrby saidswitches in an unbroken series, a series of circuits each of which includes a solenoid through' which currents normally flow, said devices being held in operative position by the action of said solenoids, and ineans'including a plurality of. normally energizedrelays and contact making parts controlled-by said relays, for simultaneously altering circuit conditions in a 'deterl'nined-numberof the circuits aforesaid, whereby a determined plurality of the said switches may move to open position.

6. An electric railway system comprising a sectional power conductor, switches for joining the sections of said conductor in an unbroken series, said switches having a bias for open position, means including normally energized electro-magnetic devices for holding said switches closed, means, including movable contact members, for passing current through said devices, a series of circuits, each of which includes at least two electromagnetic controlling elements, one of said two controlling elements in each circuit adapted to control one of the movable contact members through which currentpasses to one of the electromagnetic devices afore said, and the other of said two controlling elements adapted to control one of the movable contact members through which current passes to another of said electro-magnetic devices, the contact members controlled by each circuit being other than those controlled by the other circuits, said circuits also including a plurality of circuit closers, means for oppositely actuating two of said circuit closers, and train controlled means for actuating another of the same.

7. An electric railway block system comprising a sectional power conductor having one section for each block, switches for norgether in an unbroken series, said switches having a bias for open position, normally closed circuits and means cooperating therewith formaintaining said switches closed, andlagroup of relays for each of said circuits, each group comprising two relays the armatures-of which are in the circuit corresponding to such group, controlling circuits for said relays, each of which circuits includestwo of said relays, saidtwo relays be ing in each case respectively indifferent blocks, and means for varying the conditions in each of said last mentioned circuits at a block other than either of those in which is one of the said two relays corresponding to said circuit. a

8. An electric railway block system, comprising a sectional power conductor, switches normally joining the ends of the sections to gether in an unbroken series, track rails, including an insulated rail situated at the entrancesof a block, a circuitncompleted therefrom: through which current normally flows, means dominated by, said circuit for maintaining a group of said switches closed, said means comprising an additional normally closed branched circuit having a portion thereof including a circuit breaker through which the current flow may be terminated by the presence of atrain in] advance, means for actuating said circuit breaker for terminating the flow of current in said portion, and means for opening said group of said switches in case the current flow in both of said circuits is terminated.

9. An electric railway system comprising v a sectionalpower conductor, switches normally joining the sections of said conductor in an unbroken series, said switches having a bias for open position, means including normally energized electro-magnetic devices for holding said switches closed, means, including movable contact members, for passing current through said devices, a series of circuits, each of which circuits includes at least two electroqnagnetic controlling elements, one of said two controlling elements in each circuit adapted to control one of the movable contact members through which current passes to one of the electro-magnetic devices aforesaid, and the other of said two controlling elements adapted to control one of the movable contact members through which current passes to another of the said electromagnetic devices, the contact members controlled by each circuit being other than those controlled by the other circuits, each of said circuits also including at least three circuit closers, means for disposing one of said circuit closers in open position while closing another of the same, and train centrolled means for independently controlling the third of said circuit closers, said train controlled means including a source of ourrent, an electro magnetic apparatus normally'in circuit therewith andzconneotions between said source of current and: said apparatus, said connections including portions of parallel railway tracks.

10. A railway block system comprising a track way divided into blocks and a sectional power conductor, said blocks each comprising a long and sl'iortlength of track section corresponding in length to at least a train stopping distance, anda train length respectively, and an insulated track section interposed between said track sections, the sections of the power conductor, being each 1 disposed opposite a short length and insu lated track section ofone block and the long length of track section of anad'jacent block and means controlled" by the traffic conditions and by the passage of atrain over the insulated section of a block; tor cuttingv out of at least the conductor section opposite the insulated track section. V

11. A railway block system comprisinga track way divided into blocks; a normally energized sectional power conductor, said blocks each comprising long length and short length of track section and an insulated track section interposed between the two; means controlled by two trains for cutting out at least the section of the power conductor which suppliespowerto the rear Copies of this patent may be obtained; for

gizedi circuits one for each of said 1, reg ae train beforethe trains are separated by a distance less than the length of one of the prising a sectional power conductor having one section for each block, electro-inagnetio switches for connecting the sections of the power conductor together, normally enerswitches, an. insulated track section in each block, track relays connected to each of said insulated? sections, a contact in each of said circuits controlled by'the track relay of the block; other contacts in each of said circuits arranged:- in parallel and controlled by the road side signals of the block when in clifr'erent indicating positions, additional con.- tacts in each oi? said circuits and means including over-lapping circuits, extending at least through two blocks for controlling said additional contacts, said last named circuits being controlled by the track relays and the road side signals of the blocks to the rear 7 of the first named block.

In witness whereof, I subscribe rny signature, in the presence of two; witnesses.

ERNST WOLTMANN Witnesses: I

VVAL'Do M. CHAPIN, WILLIAM LARY.

five-cents each, byaddressing the? Commissioner of Patents.

Washihgton, I). G. 

